Note: Descriptions are shown in the official language in which they were submitted.
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Material Handling Apparatus with Vehicle Track for Reducing Vehicle Damage
Priority Claim
[001] This application claims priority under 35 U.S.C. 119 to U.S.
Provisional Patent Application No. 63/150,909 filed on February 18, 2021. The
entire disclosure of U.S. Appl. No. 63/150,909 is hereby incorporated herein
by
reference.
Field of the Invention
[002] The present invention relates to material handling systems and, more
particularly, to systems that utilize a plurality of storage locations in one
or more
storage racks. More particularly, the present invention relates to such
material
handling systems that utilize one or more automated delivery vehicles for
delivering
items to the storage locations
Background of the Invention
[003] The use of automated storage and retrieval has significantly improved
the efficiency of material handling. For instance, in the order fulfillment
application,
automated storage and retrieval systems have significantly reduced the time
required to retrieve the items required to fulfill a customer order. A variety
of
automated storage and retrieval systems are currently known. One exemplary
type
of system utilizes one or more storage racks, a plurality of vehicles and a
track for
guiding the vehicles to the storage locations on the racks. The vehicles
deliver items
to storage locations or bins where operators may remove the items from the
storage
locations to fulfill orders. Over time, the vehicles may tend to jam or become
damaged from interaction with the track. Accordingly, it would be desirable to
provide a system having a track that minimizes wear and damage to the vehicles
that travel along the track.
Summary of the Invention
[004] According to one aspect, the present invention provides a material
handling apparatus that includes a plurality of sort locations for receiving
items. The
system may include one or more vehicles for delivering items to the sort
location.
The vehicles may travel along a track. The track may include a section for
improving
interaction between the vehicles and the track. In one embodiment, the section
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includes a portion that reduces engagement between driving elements on the
vehicle
and the track.
[005] Optionally, the vehicle includes a drive mechanism that engages the
track
and the track includes a section that allows portions of the drive mechanism
to
disengage portions of the track.
[006] The track may optionally include a profile configured to positively
engage
the drive mechanism of the vehicles.
[007] According to a preferred embodiment, the track optionally includes teeth
or
recesses that engage mating elements of the drive mechanism of the vehicles.
[008] While the methods and apparatus are described herein by way of example
for several embodiments and illustrative drawings, those skilled in the art
will
recognize that the inventive methods and apparatus for sorting items using a
dynamically reconfigurable sorting array are not limited to the embodiments or
drawings described. It should be understood that the drawings and detailed
description thereto are not intended to limit embodiments to the particular
form
disclosed. Rather, the intention is to cover all modifications, equivalents
and
alternatives falling within the spirit and scope of the methods and apparatus
for
sorting items using one or more dynamically reconfigurable sorting array
defined by
the appended claims. Any headings used herein are for organizational purposes
only and are not meant to limit the scope of the description or the claims. As
used
herein, the word "may" is used in a permissive sense (i.e., meaning having the
potential to), rather than the mandatory sense (i.e., meaning must).
Similarly, the
words "include", "including", and "includes" mean including, but not limited
to.
Brief Description of the Drawings
[009] The foregoing summary and the following detailed description of the
preferred embodiments of the present invention will be best understood when
read in
conjunction with the appended drawings, in which the same reference numbers
will
be used throughout the drawings to refer to the same or like parts:
[0010] Figure 1 is a perspective view of a material handling
apparatus
incorporating aspects of the present invention.
[0011] Figure 2 is a plan view of the material handling
apparatus illustrated in
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Figure 1.
[0012] Figure 3 is schematic side view of a track system of
the material
handling apparatus illustrated in Figure 1.
[0013] Figure 4 is an enlarged perspective view of a portion
of the track
system of the material handling apparatus illustrated in Figure 1.
[0014] Figure 5 is an enlarged plan view of a vehicle of the
material handling
apparatus illustrated in Figure 1.
[0015] Figure 6 is a side elevational view of the vehicle
illustrated in Figure 5.
[0016] Figure 7 is an enlarged perspective view of a
reorientation assembly of
the material handling apparatus illustrated in Figure 1.
[0017] Figure 8 is a side elevational view of a front assembly
of the
reorientation assembly illustrated in Figure 7.
[0018] Figure 9 is a second enlarged perspective view of the
reorientation
assembly of the material handling apparatus illustrated in Figure 1.
[0019] Figure 10 is a side elevational view of a rear assembly
of the
reorientation assembly illustrated in Figure 9.
[0020] Figure 11 is an enlarged side view of a segment of the
reorientation
assembly illustrated in Figure 7.
[0021] Figure 12 is an exploded perspective view of the
segment illustrated in
Figure 11.
[0022] Figure 13 is an enlarged perspective view of an
alternate reorientation
assembly of the material handling apparatus illustrated in Figure 1.
[0023] Figure 14 is a side elevational view of a front
assembly of the
reorientation assembly illustrated in Figure 13.
[0024] Figure 15 is a fragmentary plan view of the alternate
reorientation
assembly illustrated in Figure 13.
[0025] Figure 16 is an enlarged sectional view taken along the
line 16-16 in
Figure 15.
Detailed Description of the Invention
[0026] Some portions of the detailed description which follow
are presented in
terms of operations on binary digital signals stored within a memory of a
specific
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apparatus or special purpose computing device or platform. In the context of
this
particular specification, the term specific apparatus or the like includes a
general
purpose computer once it is programmed to perform particular functions
pursuant to
instructions from program software. In this context, operations or processing
involve
physical manipulation of physical quantities. Typically, although not
necessarily, such
quantities may take the form of electrical or magnetic signals capable of
being
stored, transferred, combined, compared, or otherwise manipulated. It has
proven
convenient at times, principally for reasons of common usage, to refer to such
signals as bits, data, values, elements, symbols, characters, terms, numbers,
numerals, or the like. It should be understood, however, that all of these or
similar
terms are to be associated with appropriate physical quantities and are merely
convenient labels. Unless specifically stated otherwise, as apparent from the
following discussion, it is appreciated that throughout this specification
discussions
utilizing terms such as "processing," "computing," "calculating,"
"determining" or the
like refer to actions or processes of a specific apparatus, such as a special
purpose
computer or a similar special purpose electronic computing device. In the
context of
this specification, therefore, a special purpose computer or a similar special
purpose
electronic computing device is capable of manipulating or transforming
signals,
typically represented as physical electronic or magnetic quantities within
memories,
registers, or other information storage devices, transmission devices, or
display
devices of the special purpose computer or similar special purpose electronic
computing device.
[0027] Referring now to Figs. 1-6 generally and to Figs. 1-2
specifically, a
material handling apparatus is designated 10. The system 10 may take any
number
of forms that incorporate a plurality of storage locations. In the present
instance, the
system includes a pair of spaced apart storage racks 30, 32 with an aisle 35
formed
between the storage racks. A plurality of automated delivery vehicles 200 may
operate within the aisle 35. In particular, the delivery vehicles 200 may
travel along a
track 100 that is positioned in the aisle, as described further below.
Additionally, as
shown in Figs. 7-16 and described in greater detail below, the system 10 may
include one or more mechanisms for improving the engagement between the track
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and the vehicles. For instance, the track may optionally include a section for
re-
orienting the vehicle relative to the track.
[0028] In an exemplary system illustrated in Figs. 1-2, the
material handling
apparatus includes an optional station for feeding items into the system. This
station
is referred to as the induction station 20. The induction station 20 may
determine an
identifying characteristic for the items to be fed into the system. The
identifying
characteristic can be any of a variety of characteristics, such as a product
number or
UPC code. The identifying characteristic can be determined manually, such as
by an
operator. However, in the present instance, the induction station includes a
scanning station 22 that may include a plurality of scanners, such as optical
scanners in the form of a bar code scanner, digital camera or otherwise. The
induction station may include a conveyor for conveying the items past the
scanner or
the operator may manually scan the items before they are fed into the system.
[0029] The induction station 20 optionally includes a conveyor
such as a
conveyor belt or a plurality of rollers for serially conveying items to a
loading station
where the items are loaded onto vehicles 200. A plurality of items may be
loaded
onto each vehicle. However, in the present instance, each item is loaded onto
a
separate vehicle and the vehicle then delivers the item to one of the storage
locations.
[0030] Although the configuration of the induction station may
vary, details of
an exemplary induction station are provided in U.S. Patent No. 10,494,192. The
entire description of U.S. Patent No. 10,494,192 is hereby incorporated herein
by
reference. Additionally, it should be noted that the induction station is not
a
necessary element and that aspects of the invention can be utilized in a
system that
does not include an induction station.
[0031] Referring again to Figs. 1-4, the details of the
storage assembly will be
described in greater detail. The system includes a plurality of storage
locations 40
for storing items so that the items may be retrieved. In one configuration,
the items
are delivered to the storage locations by a plurality of automated vehicles
200.
Additionally, the system may be configured so that the items can be retrieved
from
the storage locations by the automated vehicles. Alternatively, the storage
locations
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may be used to accumulate items so that an operator or other automated
retrieval
device can retrieve the items from the storage location. For instance, a
storage bin
45 may be located in each storage location 40 and the system may deliver items
to
the different storage bins to fulfill customer orders. Once the system has
delivered
all of the items to a particular storage bin that are required for an order,
an operator
removes the storage bin 45 from the storage location 40 and replaces the full
storage bin with an empty storage bin.
[0032] The storage locations may be arranged in any of a
variety of
orientations. For instance, referring to Figs. 1-2, the system includes two
opposing
racks, a front rack 30 and a rear rack 32. The racks 30, 32 are spaced apart
from
one another, forming an aisle 35 between the racks. Optionally, the racks 30,
32
may be connected by a plurality of cross brackets that interconnect the racks.
In
particular, a plurality of top cross brackets may extend between the tops of
the racks
and a plurality of cross braces may extend between the bottoms of the racks
thereby
connecting the racks and maintain the racks spaced apart to provide the aisle
35.
[0033] The track 100 may follow any of a variety of
configurations depending
upon the application. One exemplary embodiment is illustrated in the Figure 3,
which includes a closed loop having a plurality of columns. Similarly, the
system
may be configured as a series of rows connected by vertical tracks.
Additionally, the
system may be an open track rather than a closed loop. Therefore, it should be
understood that the loop configuration illustrated in the figures is only one
example
and that the track may take any of a variety of forms.
[0034] Referring again to Fig. 3, the track 100 optionally
includes a horizontal
upper rail 114 and a horizontal lower rail 116. A plurality of vertical legs
112 extend
between the upper horizontal leg 114 and the lower horizontal leg 116. During
transport, the vehicles travel up a pair of vertical legs from the loading
station to the
upper rail 114. The vehicle then travels along the upper rail 114 in the
direction of
travel identified by arrow Ti until reaching the column having the appropriate
bin or
destination. The vehicle then travels downwardly along two front vertical
posts and
two parallel rear posts until reaching the appropriate bin or destination, and
then
discharges the item into the bin or destination area. The vehicle then
continues
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down the vertical legs until reaching the lower horizontal leg 116. The
vehicle then
follows the lower rail back toward the loading station.
[0035] Referring to Figures 2 & 5, the track 100 includes a
front track 105 and
a rear track 110. The front and rear tracks 105, 110 are parallel tracks that
cooperate to guide the vehicles around the track. In the discussion of the
track, the
front and rear tracks 105, 110 are similarly configured opposing tracks that
support
the forward and rearward wheels 220 of the vehicles. In particular, in the
present
embodiment the rear track 110 is mirror of the front track 105. Accordingly, a
description of a portion of either the front or rear track also applies to the
opposing
front or rear track, except as stated otherwise below.
[0036] The details of the track may be substantially similar
to the track as
described in U.S. Pat. No. 7,861,844. The entire disclosure of U.S. Pat. No.
7,861,844 is hereby incorporated herein by reference.
[0037] Referring to Fig. 4, the track 100 includes a drive
surface 120 that
positively engages the cars to enable the car to travel along the track. The
drive
surface 120 may be any of a variety of configurations that engage drive
elements on
the vehicles. In particular the drive surface may be configured to mate with
or mesh
with drive elements on the vehicles. One such example of a drive surface 120
is a
series of teeth, forming a rack that engages the wheels of the cars as
described
further below. Similarly, the track may include a series of recesses or
detents that
cooperate with corresponding elements, such as a sprocket or other element
that
projects from the wheels. In this way, the term "positively engaging" refers
to
engagement between the drive surface 120 and drive elements of the vehicle 200
that impedes the drive elements from sliding along the track 100.
[0038] Optionally, the track may also include a guide surface
122 in the form
of a generally flat surface adjacent the drive surface 120. For example, the
drive
surface 120 may extend approximately halfway across the track and the guide
surface 122 may extend across the other half of the track. As shown in Fig. 4,
the
drive surface 120 may be formed on an inner wall of the track and the opposing
outer wall may be a generally flat surface parallel to the guide surface 122
of the
inner wall.
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[0039] As described above, the track may include a plurality
of vertical legs
112 extending between the horizontal upper and lower rails 114, 116. An
intersection may be formed at each section of the track at which one of the
vertical
legs intersects one of the horizontal legs. For instance, each intersection
may
include a pivotable gate 125 having a smooth curved inner race and a flat
outer race
that has drive surfaces that correspond to the drive surfaces 120 of the
track. The
gate 125 may pivot between a first position and a second position. In the
first
position, the gate 125 may be closed so that the straight outer race of the
gate is
aligned with the straight outer branch of the intersection. In the second
position, the
gate 125 may be open so that the curved inner race of the gate is aligned with
the
curved branch of the intersection.
[0040] In the foregoing description, the system 10 is
described as having a
plurality of output bins 45. However, it should be understood that the system
may
include a variety of types of destinations, not simply output bins. For
instance, in
certain applications it may be desirable to sort items to a storage area, such
as an
area on a storage shelf. Alternatively, the destination may be an output
device that
conveys items to other locations. Accordingly, one type of destination is a
bin; a
second type is a shelf or other location on which the item is to be stored;
and a third
type of destination is an output device that may be used to convey the item to
a
different location. The system may include one or more of each of these types
or
other types of destinations.
Delivery Vehicles
[0041] Referring to Figs. 5-6, the details of one of the
delivery vehicles 200 will
be described in greater detail. Each delivery vehicle 200 may be a semi-
autonomous vehicle having an onboard drive system, including an onboard power
supply. Each vehicle optionally includes a mechanism for loading and unloading
items for delivery. An exemplary vehicle is illustrated and described in U.S.
Pat. No.
7,861,844, which is incorporated herein by reference.
[0042] As discussed further below in detail, the vehicle
includes a mechanism
for driving the vehicle along the track 200. The drive mechanism may include
any of
a variety of elements. In the present instance, the drive mechanism includes a
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plurality of wheels 220 that engage the track 100.
[0043] Additionally, the vehicle 200 optionally incorporates a
mechanism for
loading an item onto the vehicle and discharging the item from the vehicle
into one of
the bins. The loading/unloading mechanism 210 may be specifically tailored for
a
particular application. For example, the delivery vehicle 200 may include a
platform
onto which an item may be placed. The platform 210 may be a stationary
platform
and the system may include elements operable to load items onto the platform
and
unload items from the platform. Alternatively, the platform may be moveable.
For
instance, the platform may be one or more horizontal belts. The belts may be
selectively operable to convey an item onto the vehicle. Similarly, the belts
may be
selectively operable to discharge items from the belt. In the present
instance, the
loading/unloading mechanism 210 is illustrated as one or more conveyor belts
that
extend along the top surface of the vehicle. The conveyor belts are
reversible.
Driving the belts in a first direction displaces the item toward the rearward
end of the
vehicle; driving the belt in a second direction displaces the item toward the
forward
end of the vehicle.
[0044] The vehicle may include a conveyor motor mounted on the
underside
of the vehicle to drive the conveyor belts. The conveyor belts may be
entrained
around a forward roller at the forward edge of the vehicle, and a rearward
roller at
the rearward edge of the vehicle. The conveyor motor may be connected with the
forward roller to drive the forward roller, thereby operating the conveyor
belts.
[0045] The vehicle 200 includes a plurality of wheels. As
shown in Figs. 5-6,
each of the vehicles may include four wheels 220: two forward wheels and two
rearward wheels. The terms forward and rearward refer to the track in which
the
wheels ride as opposed to the direction of travel for the vehicle.
Specifically, the
forward wheels 220a, 220c ride in the front track 105, while the rearward
wheels
220b, 220d ride in the rear track 110.
[0046] The wheels 220 are mounted onto two parallel spaced
apart axles 215,
216 so that two of the wheels are disposed along the forward edge of the
vehicle and
two of the wheels are disposed along the rearward edge of the vehicle.
Specifically,
wheels 220a and 220b are mounted on leading axle 215, whereas wheels 220c and
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220d are mounted on trailing axle 216. Axle 215 is referred to as the leading
axle
because when moving in a horizontal direction, the vehicle typically moves in
a
direction in which axle 215 is leading and axle 216 is trailing. However, it
should be
understood that the vehicle may be reversed so that axle 216 becomes the
leading
axle and axle 215 becomes the trailing axle. Accordingly, it should be
understood
that the terms leading and trailing do not imply a requirement or limitation
on the
orientation of the vehicle and its direction of travel.
[0047] Each wheel 220 may comprise a drive element 222 that
cooperates
with a drive surface of the track. The drive elements may be any of a variety
of
elements configured to mate with the drive surfaces 120 of the track. For
example,
the drive elements may be rotatable elements such as cogwheels or sprockets.
In
the present instance, the drive elements 222 are gears, such as pinion gears
having
a plurality of teeth.
[0048] Each wheel optionally includes a guide element in
addition to the drive
element 222. The guide element guides the wheel along areas of the track in
which
the track transitions from one direction to another direction. The guide
element may
also carry some of the load of the vehicle. According to one embodiment, the
guide
element may be a roller such as an idler roller 224. The roller 224 may be
coaxially
with and positioned next to the drive element 222. The idler roller 224 may
engage
the track to roll along the track while the drive element 222 engages the
drive
surface 120 to drive the vehicle along the track.
[0049] The drive element 222 may be fixed relative to the axle
onto which it is
mounted. In this way, rotating the axle operates to drive the drive element to
drive
the vehicle along the track 100. Optionally, the roller 224 may rotate
relative to the
axle onto which it is mounted so that the rollers do not provide a driving
force driving
the vehicle forwardly.
[0050] Optionally, the drive elements of the vehicle are
configured so that a
first drive element on the first axle engages the front track and a second
drive
element of the first axle engages the rear track. Similarly, a first drive
element on the
second axle engages the front track and a second drive element on the second
axle
engages the rear track. In this way, two spaced apart drive elements, such as
gears
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222a and 222c, engage the front track 105 and two spaced apart drive elements,
such as gears 222b and 222d, engage the rear track 110.
[0051] The vehicle includes an onboard motor for driving the
wheels 220.
More specifically, the drive motor is operatively connected with the axles to
rotate the
axles 215, 216 which in turn rotates the gears 222 of the wheels.
[0052] The vehicle 200 may be powered by an external power
supply, such as
a contact along the rail that provides the electric power needed to drive the
vehicle.
However, in the present instance, the vehicle includes an onboard power source
that
provides the requisite power for both the drive motor and the conveyor motor.
Additionally, in the present instance, the power supply is rechargeable.
Although the
power supply may include a power source, such as a rechargeable battery, in
the
present instance, the power supply is made up of one or more ultracapacitors.
[0053] During operation, the engagement between the vehicle
drive elements
222 and the track 100 provide precise control of the position of the vehicle
200 along
the track. Additionally, since the rear track 110 is a mirror of the front
track 105, the
opposing tracks controls the position of the forward wheels 220a, 220c
relative to the
rearward wheels 220b, 220d. Specifically, the drive surfaces on the front
track 105
are aligned with the drive surfaces on the rear track 110. For instance, if
the drive
surfaces 120 are teeth as shown in Figs. 8 & 10, the first tooth 120a along
the front
track 116 aligns with the first tooth 120b along the rear track. In this way,
when the
front drive element 222a on the leading axle engages first tooth element 120a
of the
front track 105, the rear drive element 222b on the leading axle 215
simultaneously
engages first tooth element 120b on the rear track 110. Similarly, when the
front
drive element 222c on the trailing axle engages first tooth element 120a of
the front
track 105, the rear drive element 222d on the trailing axle 215 simultaneously
engages first tooth element 120b on the rear track 110.
[0054] Because the drive surfaces of the track 100 tend to
impede the drive
elements 222 of the vehicle from sliding relative to the track, the positive
engagement between the drive surfaces and the drive elements tends to maintain
the vehicle in a proper orientation relative to the track. In particular, the
aligned drive
elements 222 and drive surfaces 120 tend to maintain the axles 215, 216
parallel to
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one another and perpendicular to the direction of travel along the track.
Although the
vehicles positively engage the track in a manner to limit slippage between the
vehicle
and the track, the drive elements of the vehicle may become misaligned over
time,
causing stress on the vehicle, leading to vehicle wear and/or the vehicles
becoming
jammed within the track.
[0055] To limit wear, the system may incorporate a section for
automatically
reorienting the vehicle relative to the track. For instance, the system may
include a
section that facilitates aligning the drive elements of the vehicles with the
drive
surfaces of the track. The re-orientation section may have any of a variety of
configurations, however, the section is designed to provide a section of
limited slip in
which engagement between the drive elements and the drive surfaces is reduced
or
discontinued.
[0056] Referring now to Figs. 7-12, a section for
automatically re-orienting the
vehicle relative to the track is designated generally 140. In the illustrated
embodiment, the re-orientation assembly 140 is configured to reduce skew
between
the front side of the vehicle and the rearward side of the vehicle. For
example, one
of the front wheels (e.g. wheel 220a) may be offset from the opposing rearward
wheel (e.g. wheel 220b) so that the two wheels are not positioned at the same
point
along the length of the track. Specifically, the distance from wheel 220a to
tooth
120a may be greater than the distance from wheel 220b to tooth 120b. Such
offset
wheels may cause the axle 215 to bend or to become angled relative to the
direction
of travel T. For instance, as discussed above, in the illustrated embodiment,
when
the vehicle is properly oriented, the axles 215, 216 are oriented
perpendicular to the
direction of travel. When the wheels 220 become offset the axles may bend or
skew
to an angle that is non-perpendicular to the direction of travel.
[0057] The re-orientation section 140 may include one or more
segments
depending on the configuration of the vehicles 220. In one example, as
illustrated in
Fig. 8, the re-orientation section 140 includes a first segment 150 and a
second
segment spaced 160 apart from the first segment. Although the spacing between
the first and second segments may vary, the first segment 150 is spaced apart
from
the second segment 160 a distance along the track similar to the spacing
between
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the leading axle 215 and the trailing axle 216. In this way, the wheels of the
trailing
axle 216 may engage the first segment 150 while the wheels of the leading axle
215
engage the second segment 160 (see Figs. 7-8).
[0058] Referring to Figs. 7-12, the first segment 150 of the
re-orientation
section 140 includes a front assembly 152 and an opposing rear assembly 154.
The
front assembly 152 is positioned along the front track 105 and the rear
assembly 154
is positioned along the rear track 110. As discussed further below, the front
assembly 152 may be a mirror of the rear assembly 154 so that the front
assembly
and the rear assembly are substantially the same. Optionally, the front
assembly
152 may be configured differently than the rear assembly 154, as discussed
further
below.
[0059] Referring to Figs. 7-8, the first segment 150 includes
front assembly
152 and rear assembly 154. The second segment 160 includes front assembly 162
and rear assembly 164. The different segments are designated according to the
direction of travel of the vehicle. For instance, as shown in Fig. 7, the
typical
direction of travel for the vehicle is designated by arrow T. When the vehicle
travels
in direction T, the leading edge of the vehicle is conveyed through the first
segment
150 of the reorientation assembly 140. As the vehicle continues along the path
in
the direction T, the leading edge is conveyed through the second segment 160.
However, it should be understood that the placement of the segments of the
reorientation assembly 140 may vary depending upon a number of factors,
including,
but not limited to, the primary direction of travel of the vehicles along the
track.
[0060] As noted above, the first and second segments 150, 160
of
reorientation assembly 140 each include a front assembly 152, 162 along the
front
track 105. Referring to Figs. 11 and 12, details of the front assembly 162 of
the
second segment 160 will be described in greater detail. The front assembly
includes
a track section 170. The track section 170 has a generally c-shaped channel
cross-
sectional profile. Specifically, a bottom wall 180 of the track forms a first
wall of the
channel and an opposing upper wall opposing the bottom wall forms a second
wall.
The upper and lower walls are connected be an elongated web that extends
between the upper and lower walls.
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[0061] The upper wall of the track segment 170 optionally
includes a plurality
of surfaces. For instance, the upper wall may include a generally flat guide
surface
171 opposing the lower wall and extending substantially the entire length of
the track
segment 170. The guide surface 171 may form a recess that extends the length
of
the upper wall. Additionally, the guide surface 171 may be spaced apart from
the
lower wall 180 a distance similar to the diameter of the guide wheels 224 of
the
vehicle wheels. The guide wheels have a generally smooth surface that provide
rolling engagement between the guide wheels and the guide surfaces 171, 180.
[0062] The upper wall also includes a sliding surface 173
configured to
facilitate sliding between the drive elements 222 of the vehicle and the track
100.
For instance, the sliding section 173 may be configured to provide a gap
between
the outer surface of the drive elements 222 and the drive surface 120 of the
track.
The sliding surface 173 is aligned with the drive surface 120 of the track
100. In this
way, the sliding surface forms a gap between a length of drive surface 120 on
one
portion of the track and a separate length of drive surface on a second
portion
spaced apart from the first portion.
[0063] For example, referring to Fig. 12, a first drive
surface 172 may be
formed on the upper wall at a first end of the track segment 170. The first
drive
surface 172 is formed similarly to the drive surface 120 of the track 100. For
instance, the first drive surface 172 may be a plurality of spaced apart teeth
that
mesh with the gears 222. Additionally, the track segment 170 may include a
second
drive surface 174 formed on the upper wall at a second end of the track
segment
170. The second drive surface is formed similarly to the drive surface 120 of
the
track, such as a plurality of spaced apart teeth like the first drive surface
172. The
second drive surface 174 is spaced apart from the first drive surface forming
a gap
between the two drive surfaces. The sliding surface 173 extends between the
first
drive surface 172 and the second drive surface 174.
[0064] As mentioned above, the sliding surface 173 is
configured to facilitate
sliding between the track 100 and drive elements 222 of the vehicle wheels
220. For
instance, sliding surface 173 may be configured so that the sliding surface is
spaced
apart from the lower wall 170 a distance greater than the outer diameter of
the drive
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elements 222. For instance, sliding surface 173 may be a smooth planar wall so
that
the drive elements 222 of the vehicle wheels do not positively engage the
sliding
surface. In this way, the drive elements 222 may slide relative to the sliding
surface
173.
[0065] As described above, the sliding surface 173 of the
track segment 170
allows a wheel of the vehicle to slide relative to the track. In this way, the
sliding
surface facilitates realignment of a wheel on one side of the track relative
to the
opposing wheel on the other side of the track. For instance, if front wheel
222a skips
one or more teeth in the front track 105, the front wheel 222a may become
skewed
relative to the back wheel 222b in the rear track 110. More specifically, the
wheel at
one end of an axle 215 may become offset relative to the wheel at the second
end of
the axle. When one of the wheels is skewed or misaligned relative to a second
wheel, the skew or misalignment may cause excessive wear and/or a jam between
the vehicle and the track. As discussed further below, the sliding surface 173
allows
the vehicle wheels to slide relative to the track to reorient the wheels to
reduce skew
and/or misalignment of the vehicle wheels.
[0066] The reorientation segment 160 provides an elongated
segment in
which the drive surfaces 120 of the track are modified or discontinued so that
the
drive elements 222 of the vehicle are disengaged from the drive elements. As
shown
in Fig. 11, the reorientation assembly may include one or more transition
section to
transition the drive elements of the vehicle from engaging with the drive
surfaces to
non-engaging and from non-engaging to engaging with the drive surfaces. For
example, drive surface 172 is configured to have a first end that
substantially
matches the configuration of the drive surfaces 120 of the track. The second
end of
the drive surface tapers from the configuration of a full drive surface to a
reduced
drive surface and/or to no drive surface. For example, in the illustrated
embodiment,
the drive surfaces are teeth, such as a rack and the drive surface 172 tapers
from a
full-sized tooth to a reduced height tooth to no tooth. In this way the
meshing
between the gear teeth 222 on the vehicle 200 and the drive surface 172
progressively disengages. Similarly, the drive surface 174 tapers in the
reverse
direction to progressively mesh with the gear teeth 222 of the vehicle.
Specifically,
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the second drive surface 174 tapers from either no teeth or a reduced tooth
height to
a full tooth height that matches the configuration of the drive surfaces 120
of the
track 100.
[0067] Although the transition sections 172, 174 are
illustrated as being
integral with the track section 170, it should be understood that the
transition
sections 172, 174 may be formed on adjacent sections of the track 100 so that
the
sliding surface 173 extends further along the track segment 170.
[0068] Optionally, the reorientation assembly 140 may further
include a
secondary reorienting device. For instance, the reorientation assembly may
include
a centering element for limiting skew of the vehicle relative to the desired
direction of
travel. An example of such a centering device is illustrated in Figs. 11-12 in
the form
of a deflector 195 configured to deflect the vehicle toward the desired
direction of
travel. The deflector 195 may be any of a variety of elements designed to
apply
lateral force on the side of the vehicle.
[0069] In the present instance, the deflector 195 includes one
or more biasing
elements that urge the vehicle toward the centerline between the front and
rearward
tracks 105, 110. Specifically, the deflector includes a pivotable lever that
pivots
about a pivot pin 198. The pivot pin 198 extends through a bore hole 196 in
the
deflector 195. In this way, the pivot pin 198 forms a pivot axis so that the
deflector
pivots about an axis that is preferably transverse to the direction of travel
T (See
Figs. 7-10).
[0070] The deflector 195 projects through an aperture or
window 165 in the
web of the track segment 160. In the present instance, a biasing element, such
as a
spring 197 biases the deflector 165 toward the center of the aisle 35. In
other words,
the deflector 165 is biased to urge against the side of the vehicle 200. In
this way,
as the vehicle passes through the reorientation section, the deflector 195 may
reorient the vehicle toward the center of the aisle. Additionally, referring
to Figs. 8 &
10, an opposing deflector 195 may be positioned in the rearward track 110 so
that
the opposing deflector urges against the opposite side of the vehicle 200. In
this
way the two opposing deflectors urge the two sides of the vehicle toward the
center
of the aisle. For instance, as shown in Fig. 8, the deflector 195 in the front
assembly
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162 urges against the front side of the vehicle and the deflector 195 in the
rear
assembly 164 urges against the rearward side of the vehicle. Preferably, the
opposing deflectors are balanced so that they provide substantially similar
biasing
forces, thereby urging the vehicle toward the center of the aisle to guide or
reorient
the center of the vehicle toward the center of the aisle.
[0071] As noted above, the reorientation segment 162 may
include a housing
190 that houses the track segment 170 and the deflector 195. For instance, the
housing may be a C-shaped channel having a width and depth large enough that
the
track segment can fit within the housing. As shown in Fig. 12, the track
segment 170
may have an upper and lower lip that fit over the outer edges 191 of the
housing
190. The track segment may be fixedly affixed to the housing, such as by
releasable
fastener (e.g. threaded fasteners) or by permanent means, such as welding,
epoxy
or adhesive.
[0072] The housing is optionally deep enough to provide
clearance for the
deflector 195. Specifically, all, or substantially all of the deflector 195
may fit within
the housing below the track so that the deflector does not substantially
protrude into
the track. In this way, the deflector 195 may be deflected or retracted into
the
housing 190 out of the path of the vehicle.
[0073] The pivot axis of the deflector 195 is optionally
positioned below the
surface of the web that connects the upper and lower legs of the track
segment. For
instance, in the present instance, the pivot axis 196 is positioned in a gap
between
the track segment 170 and the housing 190. In particular, the pivot pin 198 is
positioned below the track segment so that pivot pin does not extend through
the
track segment.
[0074] Optionally, the deflector 195 includes a biasing
element 197 biasing the
deflector inwardly toward the center of the aisle 35. Figure 12 illustrates an
exemplary biasing element in the form of a coil spring. The deflector may be
configured to cooperate with the coil spring, such as a post that extends into
the coil
spring or a recess that receives a first end of the coil spring. The second
end of the
spring may bear against the interior wall of the housing. Alternatively, an
aperture
may be formed in the wall of the housing and a cover 199 may overlie the
aperture in
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the housing. The biasing element 197 may bear against the interior surface of
the
cover. The cover 197 may be releasably or substantially permanently connected
with the housing 190.
[0075] The reorientation assembly 140 may include one or more
reorientation
segments 152 as described above. For instance, as illustrated in Figs. 8 and
10, the
second reorientation section 160 may include a front reorientation segment 162
along the front track 105 and a rear reorientation segment 164 opposing the
front
orientation segment 162. The rear reorientation segment 164 may be configured
substantially similarly to front reorientation segment 160 with the rear
reorientation
segment being substantially a mirror of the front reorientation segment.
[0076] The reorientation segment may include one or more
reorientation
elements. For instance, front reorientation assembly 162 of the second segment
160
includes both the sliding surface 173 and the deflector 195. Referring to
Figs. 8 and
10, the first reorientation segment 150 may similarly have both a sliding
surface for
reorienting the vehicle and a secondary reorientation element, such as the
deflector.
Alternatively, the first reorientation segment 150 may include a track segment
configured similarly to track segment 170, but the first segment 150 may omit
the
deflector 195.
[0077] Referring again to Figs. 8 and 10, the first
reorientation segment 150
may include a front section 152 that includes a sliding surface 173 and a rear
section
154 that includes a track section having driving surfaces opposing the sliding
surface
173. Specifically, rear assembly 154 of the first reorientation segment 150
includes
a track having drive surfaces 120 along substantially the entire length of the
assembly. The drive surfaces 120 provide a positive drive mechanism through
the
entire length of the first segment.
[0078] In this way, the reorientation assembly may be
configured in a number
of variations that permit various elements of the vehicles to slide relative
to the track
at different areas of the reorientation assembly. As described above, the
first
reorientation segment 150 has a first sliding surface on one side and drive
surfaces
on the opposing portion of the track so that the front wheel of the vehicle
may slide
relative to the track while the rear wheel remains engaged with the track.
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[0079] Additionally, the second reorientation segment 160 has
a first sliding
surface on one side and a second sliding surface on the opposing side so that
both
the front and rear wheels may slide relative to the track at the same time.
[0080] Optionally, the second reorientation segment 160 is
spaced apart from
the first reorientation segment 150 a distance similar to the distance between
the
leading axle 215 and the trailing axle 216. In this way, the reorientation
assembly
140 may allow three of the four corners of the vehicle to slide relative to
the track
100 while the fourth corner of the vehicle remains engaged with the track. For
instance, as described above, when the leading wheels 220a,b engage the second
reorientation segment 160, the drive elements 222a, 222b are aligned with the
sliding surfaces 173 so that the drive elements 222a, 222b are disengaged from
the
track. While the leading wheels engage the second reorientation segment, the
trailing wheels 220c,d engage the first reorientation segment 150 so that
front drive
element 222c is aligned with the sliding surface of the front segment while
the rear
drive element 222d is aligned with the drive surfaces. In this way, the drive
element
of a single wheel of the vehicle engages the drive surfaces of the track to
drive the
vehicle through the reorientation section while the remaining wheels
222a,222b,222c
are disengaged from the drive surfaces of the track 100.
[0081] It should be understood that the configuration of the
reorientation
assembly 140 may be varied depending on a variety of factors. For instance, as
noted above, it may be desirable to incorporate a supplemental or secondary
reorientation element such as deflector 195 into one or more of the
reorientation
segments. However, the reorientation assembly 140 may be configured without
such secondary reorientation elements. Similarly, in the foregoing example,
the
reorientation assembly includes three segments that allow three wheels of the
vehicle to simultaneously disengage from the drive surfaces of the track.
[0082] It may be desirable to reduce the number of segments
that allow the
wheels to disengage from the drive surfaces of the track. For instance, the
reorientation assembly may include two segments that allow the wheels to
simultaneously disengage the drive surfaces of the track. In one example, the
two
segments may oppose one another so that the two wheels that simultaneously
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disengage are on the same axle. Alternatively, the two segments may be spaced
apart along the length of the track so that the two wheels that simultaneously
disengage are spaced apart along the length of the vehicle. For instance, the
two
segments may be spaced apart a distance similar to the spacing between the
leading axle 215 and the trailing axle 216.
[0083] Referring now to Figs. 13-16, an alternate embodiment
of the skew
correction assembly or reorientation assembly 440 for use in the material
handling
apparatus 10 is illustrated. The alternate reorientation assembly 440 is
similar to the
reorientation assembly 140 illustrated in Figs. 7-12. However, as described
below,
the alternate reorientation assembly 440 may include an alterative secondary
reorientation element 485. As described above, the reorientation assembly 140
in
Figs. 7-12 may include an optional deflector 195 that operates as a secondary
reorientation element by deflecting the vehicle in an attempt to center the
vehicle
between the front track 105 and the rear track 110. The alternate
reorientation
assembly 440 comprises a plurality of track elements that are substantially
similar to
the system illustrated in Figs. 7-12. However, the system in Figs. 13-16
includes a
stationary element that provides a secondary reorientation element 485 rather
than
the movable deflector 195.
[0084] As shown in Figs. 13-16 the alternate reorientation
assembly 440
allows three wheels of the vehicle to simultaneously slide along the track.
For
instance, the first reorientation segment 450 may include a front assembly 452
and a
rear assembly 456. The front assembly 452 may include a drive surface 455
similar
to the drive surface 120 of rear assembly 154 in Figs. 7-12. In contrast, the
rear
assembly 494 may include a sliding surface 466 similar to assembly 164 in
Figs. 7-
12. Similarly, the second reorientation segment 460 may include opposing front
and
rear assemblies 462, 464 configured substantially similar to rear assembly 164
so
that the assembly has a sliding surface 466.
[0085] More specifically, the three assemblies, 456, 462 and
464 may be
configured substantially similar to one another. Each assembly may include a
sliding
section 466 formed in the track similar to sliding surface 173 so that the
vehicle
wheel can slide along the sliding section. Additionally, similar to the
assembly
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shown in Fig. 12, assemblies 456, 462, 464 may each include transition areas
similar
to transition elements 172 and 174 in which the track segment transitions from
a
drive element to the sliding surface or from the sliding surface to the drive
elements.
[0086] The alternate secondary reorientation element 485
includes an
elongated guide or fence. The fence 485 includes a generally vertical wall
extending
along the inner edge of the track. In Figs. 13-14 the fence is illustrated as
being
attached along the inner edge of the front track 105, however, it should be
understood that the fence may be positioned along the rear track instead.
[0087] Figure 16 illustrates a sectional view of the front
assembly 460. The
fence 485 projects upwardly from the inner edge of the track forming a lateral
stop
impeding lateral displacement of the wheel relative to the track. In this
instance,
lateral displacement is horizontal displacement that is transverse the
direction of
travel.
[0088] The fence is positioned so that the fence is spaced
apart from the inner
surface of the track a distance similar to the thickness of the wheel 220. For
instance, the distance from the inner surface of the fence 485 to the inner
surface of
the track is less than approximately 120% of the width of the wheel 220.
Preferably,
the distance from the inner surface of the fence 485 to the inner surface of
the track
is less than approximately 11007o of the width of the wheel 220. In this way,
the fence
and the inner surface of the track form guides that constrain lateral movement
of the
wheel transverse the direction of travel T. Similarly, the fence and the inner
surface
of the track form guides that constrain the ability of the wheel to twist or
skew about
a vertical axis.
[0089] The fence may be formed as a generally L-shaped
structure having a
lower leg 487 forming a bracket for attaching the fence to the track. In this
way, the
lower leg 487 may be fixedly connected with a lower surface of the housing 490
of
the track.
[0090] Referring to Fig. 14, the fence 485 extends along the
length of the
reorientation assembly 440. The fence 485 may be a single element or a
plurality of
elements may be positioned along the length of the reorientation assembly 440.
For
instance, as shown in Figs. 13-15, the fence may be a single guide extending
along
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both the first reorientation segment 450 and the second reorientation segment
460.
However, the fence may be separate guides, such as a first fence positioned
along
the first reorientation segment 450 and a second fence that is spaced apart
from the
first fence and positioned along the second reorientation segment 460. Either
way,
preferably the fence is elongated having a length at least as long as the
shorter of
the first and second reorientation segments 450, 460. Further still, the fence
may
have a length that is at least as long as the length of both the first
reorientation
segment and the second reorientation segment combined. Accordingly, the fence
485 is sufficiently long to impede lateral displacement of the vehicle 200
while three
of the four wheels are disengaged from the drive surface 120 of the track 100_
Method of Use
[0091] The system 10 provides an apparatus for automatically
delivering
and/or sorting a plurality of items using a plurality of vehicles 200. Items
may be
scanned at an input station 20 and loaded onto the vehicles at a loading
station
adjacent the input station. From the loading station, the vehicles travel
vertically and
horizontally along a track to one of a variety of destination areas, such as
one or a
plurality of sort bins 40. At the appropriate sort bin 40, a vehicle 200 may
transfer an
item into the sort bin. After delivering the item, the vehicle continues along
the track
to return to the loading station to receive another item. The vehicle may
continue to
loop around the track picking up items at the loading station and delivering
items to
the sort bins.
[0092] As the vehicles move along the track, the vehicles
positively engage
the track. In particular, the track comprises a plurality of drive surfaces
and the
vehicles comprise a plurality of drive elements that mate with the drive
surfaces of
the track. The mating drive elements and drive surfaces impede the vehicle
wheels
from sliding along the track relative to the drive surfaces.
[0093] As the vehicles travel along the track, the vehicles
may be reoriented
relative to the track as the vehicles move along the track. In other words,
the
vehicles are reoriented while the vehicles move. The vehicles may be
reoriented to
correct a variety of potential misalignments between the vehicles and the
track that
can lead to excess wear or jamming. For instance, the vehicles may be
reoriented to
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reduce or eliminate skew between wheels on opposing sides of the track. For
example, the drive elements of a wheel on a first side of the vehicle may
disengage
the drive surface on the track while the drive element on a second side of the
vehicle
remains engaged with the drive surfaces on the track. When the drive elements
of
the wheel on the first side disengage the drive surfaces of the track, the
wheel on the
first side is free to move relative to the track, thereby reducing
misalignment of the
wheel on the first side relative to the wheel on the second side.
[0094] Additionally, the vehicles may be reoriented by
simultaneously
disengaging the drive elements of multiple wheels from the drive surfaces of
multiple
segments of the track. In this way, the drive elements of multiple wheels are
free to
move relative to the track while the drive elements of at least one wheel
remain
positively engaged with the track to drive the vehicle forward.
[0095] For example, the vehicles 200 may pass through a
reorientation
section 140 as the vehicles travel along the track 100. The leading wheels
220a,
220b may pass through a first segment 150 of the reorientation section while
the
trailing wheels 220c, 220d engage the teeth 120 in the forward and rear tracks
105,
110. As the leading wheels 220a, 220b pass through the first segment 150,
drive
elements, such as gear 222a of the first wheel 220a, are displaced along the
sliding
surface 173 of track 170. As the gear 222a is displaced along the sliding
surface
173, the gear 222a is disengaged from positive engagement with the track. If
the
front wheel 220a is skewed relative to the rear wheel 220b, the front wheel
will tend
to reorient into alignment with the rear wheel when the gear 222a of the front
wheel
is disengaged from the track along the sliding surface 173. If the front wheel
220a is
aligned with the rear wheel 220b, the leading axle 215 will tend to be
oriented in a
desired orientation, such as normal to the direction of travel T. If the front
wheel is
misaligned from the rear wheel on the leading axle 215, the leading axle may
deflect
or skew relative to the desired orientation. As the leading edge of the
vehicle passes
through the first orientation section, the deflection or skew of the leading
axle may
displace the front wheel 220a relative to the rear wheel 220b when the front
wheel is
released while the rear wheel remains engaged.
[0096] After passing through the first reorientation segment
150, the leading
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wheels 220a, 220b reengages the drive surfaces 120 of the track so that the
leading
wheels positively engage the track. The vehicle continues to move forwardly so
that
the leading wheels move through the second reorientation segment 160. As the
leading wheels move through the second reorientation segment 160, the rear
wheels
move through the first reorientation segment 150. In the present embodiment,
the
first and second reorientation segments are configured so that three of the
four drive
wheels 220 disengage the drive surfaces of the track while a single wheel
remains
engaged with the drive surfaces to drive the vehicle forwardly. In this way,
three of
the four wheels of the vehicle are released to correct skew or misalignment
between
one or more wheels on the first side of the vehicle and one or more wheels on
the
second side of the vehicle while also correcting skew or misalignment of one
or more
of the leading wheels relative to one or more of the trailing wheels.
[0097] After the trailing wheels 220c, 220d pass through the
first reorientation
segment 150, the vehicle continues forward so that the trailing wheels enter
the
second reorientation segment 150. In the second reorientation segment both
trailing
wheels 220c, 220d disengage from the driving surface allowing both wheels to
slide
or translate relative to the track. When the trailing wheels 220c, 220d
disengage
from the drive surface of the track, the leading wheels 220a, 220b positively
engage
the track to drive the vehicle along the track.
[0098] The method may also include the step of impeding
twisting and/or
lateral displacement of the vehicle as the vehicle passes through the
reorientation
assembly. Specifically, according to one embodiment, the method may include
the
step of simultaneously applying a force to the side of the vehicle as the
vehicle
passes through the reorientation assembly. In particular, forces of similar
magnitude
and opposite direction may be applied to the two sides of the vehicle, urging
the
vehicle toward the center of the aisle. For instance, as described above, the
second
reorientation segment 160 may include deflectors 195, a first deflector
positioned
along the front track 105 and the second deflector positioned along the rear
track.
The first deflector provides a force against the side of the vehicle in a
direction
toward the rear track. Similarly, the second deflector 195 provides a force
against
the opposite side of the vehicle in a direction toward the front track. The
forces of
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the deflectors 195 may be provided by biasing elements so that the deflectors
provide generally equal and opposite forces transverse the direction of travel
T.
[0099] Alternatively, rather than a displaceable element for
applying lateral
forces to the vehicle, the reorientation assembly may include a fixed guide or
stop
that limits lateral displacement and/or twisting of the vehicle. Specifically,
as noted
above, the method may include releasing a plurality of vehicle wheels from
engagement with drive surfaces to allow the plurality of wheels to slide
relative to the
track while one or more wheels remain engaged with a drive surface. The method
may include the step of constraining lateral displacement of the vehicle while
the
plurality of wheels are disengaged from the drive surface. In one embodiment,
the
method includes the step of releasing three wheels from drive surfaces
simultaneously while maintaining a wheel in engagement with a drive surface.
While
the three wheels are disengaged from the drive surfaces, the method includes
the
step of engaging one or more of the three released wheels with a stop to
impede
lateral displacement of the released wheels.
[00100] The method may also include the step of re-engaging one or more of
the three released wheels with drive surfaces. Additionally, the method may
include
the step of releasing the one or more wheels from the stop after the step of
re-
engaging.
[00101] In view of the foregoing, the present invention may provide a system
in
which a plurality of vehicles move a long a track to deliver items to a
plurality of
locations. Optionally, the track may include a loop and the vehicles may
circulate
around the loop. The track may include a reorientation assembly that reorients
the
vehicles relative to drive surfaces on the track. The method may include the
step of
repeatedly engaging and disengaging the drive surfaces of select wheels of the
vehicle while repeatedly engaging and disengaging one or more select wheels of
the
vehicle. The track is configured to allow the wheels to slide relative to the
track
when the wheels are disengaged from the drive surfaces. In this way, the drive
elements on the wheels are displaced relative to the drive surfaces of the
track to
align the drive elements with the drive surfaces.
[00102] In the foregoing description, the reorientation assembly 140, 440 is
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described as having two separate segments 150, 160 and 450, 460. However, it
should be understood that the number of segments in the reorientation assembly
may vary. For example, the reorientation assembly 140 may include just a
single
reorientation segment 150. In such an embodiment, the leading wheels 220a,
220b
are reoriented when they pass through reorientation segment 150 and the
trailing
wheels 220c and 220d will similarly be reoriented when they pass through the
reorientation segment. In such an embodiment, the front assembly 152 and rear
assembly 154 of the reorientation segment 150 may both include sliding
surfaces.
Accordingly, when the leading wheels 220 move through the reorientation
segment
both wheels disengage the drive surfaces of the track while the trailing
wheels 220c,
220d remain engaged with the drive surfaces of the track to drive the vehicle
forwardly. After moving through the reorientation segment 150, the leading
wheels
220a, 220b re-engage the drive surfaces of the track to drive the vehicle
forward
while the trailing wheels 220c, 220d move through the reorientation segment
and
disengage the drive surfaces of the track.
[00103] As described above, the number of reorientation segments and the
position of such segments may vary depending on numerous variables, including
but
not limited to the configuration of the vehicles, the number of wheels on the
vehicles,
the configuration of the drive surfaces of the track, and the configuration of
the drive
elements on the vehicles. Accordingly, it should be understood that the
reorientation
assembly 140, 440 is not limited to the particular number of reorientation
segments
and/or the configuration of the reorientation segments described above.
[00104] Similarly, in the above description the reorientation assembly 140,
440
may include a secondary reorientation element, such as deflectors 195 or fence
485.
The secondary reorientation element 195, 485 may form part of the second
reorientation segment 160, 460 whereas the first reorientation segment 150,
450
may not include deflectors 195 or guide 485. Accordingly, it should be
understood
that the number and position of the secondary reorientation element may be
varied
based on a number of variables. Additionally, it should be understood that the
reorientation assembly 140, 440 may be configured without any secondary
reorientation elements, such as the deflectors 195 or fence 485.
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[00105] The methods described herein may be implemented in software,
hardware, or a combination thereof, in different embodiments. In addition, the
order
of methods may be changed, and various elements may be added, reordered,
combined, omitted, or otherwise modified. All examples described herein are
presented in a non-limiting manner. Various modifications and changes may be
made as would be obvious to a person skilled in the art having benefit of this
disclosure. Realizations in accordance with embodiments have been described in
the context of particular embodiments. These embodiments are meant to be
illustrative and not limiting. Many variations, modifications, additions, and
improvements are possible. Accordingly, plural instances may be provided for
components described herein as a single instance. Boundaries between various
components, operations and data stores are somewhat arbitrary, and particular
operations are illustrated in the context of specific illustrative
configurations. Other
allocations of functionality are envisioned and may fall within the scope of
claims that
follow. Finally, structures and functionality presented as discrete components
in the
example configurations may be implemented as a combined structure or
component.
These and other variations, modifications, additions, and improvements may
fall
within the scope of embodiments as defined in the claims that follow.
[00106] While the foregoing is directed to embodiments of the present
invention, other and further embodiments of the invention may be devised
without
departing from the basic scope thereof, and the scope thereof is determined by
the
claims that follow.
27
CA 03204657 2023-7- 10
